Run-up train control



D60 3, 1931- c. MEsslcK RUN-UP TRAIN CONTROL Filed Aug. 1'7",

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2 3. 3 7 7 7 ed 5 w w fm, ...l5 .H59 .I i .9:7 .m3 l nu 5.7. G an f n .m 2 Il n A. :f w 'm 2 4 5 9% 2| \I, 5 l. Qm 2 A. 7 2 2 H2 W9 B ....n wim l/ 75| 4 6fm I Q l .l1 25 H- 3 l2 T| l O OJ w NVE/vraag Patented Dec.Y 8l, 1931 '1,835,171'Y y l rAllsNflg OFFICE 1 GHARLESMESSI'CK, oFBREN'rwooD, NEWYORK i y RUN-Ua?V TRAIN eoNTRoL l `Application lvledAus/gust 17, 1923. A Serial No. 657,882. i

Anj'ob-ject oithisinvention is'to provide asimple and sturdy control systemV and apparatus and specically one which will avoid 'interference'with trainoperat-ion and yet pro-v vide effective safeguarding of the train in the eventof Vinattentio'n or illness of thee'ngine-v man or defectivevisib-ility of the Wayside signals.

Y Broadly, this run up system is designed to restrict the speed'of a train in inverse ratio to the number of track impulsesreceivedby the train carried control apparatus. i l In the preferred constructionthe run `up device has an' arc of movement of 60 and is'driven toward its up position continuously by ajtrain carriedlconstant speed motor. :The preferred arrangement ofthe systemfalso includes afcombined` differential gear andescapement, a diii'erential inducto'r, and other improved mechanical and electro-magnetic devices'and circuits. y Y

As the' train advances each track impulse releases the run up device and permits it to fall 30, the effects of successive partial releases being cumulative. If the train encounters successive track impulses faster than the motor raises therun up device the brakes .lines in Fig. l; and

are applied andthe Atrainis brought toalfull stp`. i

e The track impulsesmay be appliedmanu# ally or by Wayside automaticl block signal `apparatus is any conventional manner.

Referring to the accompanyingdrawings: Fig. liis a diagrammatic side elevation of they system and associated apparatusy Fig. Qf'is a `plan vie-W of the'runup mechanism, Which is also partly nsh'ovvninfdotted 1 Fig'. 3 is a vievvr of some of the partsshow'n inl dotted lines inFigzl. j

The numeralsil-l-ll indicate sleepers upon which are supported? a track rail 3, and also a typical trackfinductor" or inert track element 5,'Which is provided With a Winding 7 ,normally ope-n circuited atthe relay 9;

Y In the normalI condition the track inductor 5, forms a magnetic path capable'of closing 'a magnetic circuit in a train carried inductor, which will be subsequently described,' but the inductork 5 may be rendered'non-inductive `50 by closing the circuit through Winding: 7- at l rl"he relay 9 maybe closed by the; energiza.- tion of itswinding 11 by the battery 13 when the relay 15 isclosed. 'f When rthis occurs the 55 track inductor 5 becomes non-inductive" and incapable of affecting vaftrain carried indue'- torlrunningover itto any considerable eX- tent. 1" fw Thefrelayl maybeoperated byordinary .block signal apparatus,` by hand,l or'in an conventionalmanner. y The number of trac elements, like 15, fin the inductive vcondition {vvhich a train runs over ina particularblock of track, their position in the block, andlvvith l respect to each other, limit-s the train speed by controlling the train carried apparatus, VWhichwill be subsequently described.

y VThe position and numberof track elements, such as 5', and theirl control must be determined 'foreach block oftrack in accordance ivith the individual traiiic andphysical conditions-'ound in theblock.'r Y I Y The above described apparatus,' designated by the numeralsV 1 to `15, inclusiveisallper- '75 vmanently positioned along the railroad and` the apparatusV described hereaften desig` -nated by numerals commencing with the numeral'Ql, is'carried by the trainWhi`chV is a term usedto designate anykind ofv rolling stock. Y 1 Y f l f The'traincarried differential inductor21 consists of an Hlshaped soft iron magnetic core having a central portion'r23, Vlovvverpole Apieces 25 and 27 between whichthee is an air gap of, for instance, 24 inches,V and upper pole pieces 29.and lV between which there isan airgap of,V for instance, l2 inches.

, iWhen the train carriedinductor 21 moves.

.in the direction `ofthe arrow 32 .and over a *90 track element 5, the magnetic path between pole pieces 25 and 27 is shortened to, for instance, two 3 inch air gaps and passes through the track element 5.

However, as previously stated, such a shortening of the magnetic path is avoided if the relay 9 is closed. In this event, the magnetic condition of the train carried inductor 21 remains undisturbed, as if the track element had been physically removed from the roadbed.

From a. train carried source of alternating current 41, a wire 432 is connected to a wire 45, a winding 47, a wire 49, a winding 51, a

wire 53, through a relay 55, which is closed in the indicated position, a wire 57 to the binding post 58, of a relay 59, from the binding post 58 to a wire 61, a wire 63', and back to source 41.

The above circuit energizes the winding 51, but not the winding 47, ast-he circuit from the winding 47 continues through a wire 64 to relay 59, vwhich is open in the'indic'ated position. When relay 59 is closed, as will be subsequently described, winding 47 becomes energized.

The primary winding 65 of the train carried inductor 21 is lcontinuously energized from the source 41 via wires 43 and 67, winding 65, and wires 61 and 63, back to source 41. In the indicated position of the train fouriifths ofthe iiux induced in the core member 23V jumps the 12A inch air gap, thus powerfully energizing the secondary winding 71.

Current from winding 71 flows in through wire 73, winding 75, wire 77, .winding 79, wire 81, winding 83, and wire 87 back to source 71. Thus winding 75 closes relay 55, winding 79 opens relay 59, and winding 83 closes relay 85.

One-fifth of the flux induced by the primary winding'65 flows across the 2'4 inch air gap in the indicated posit-ion and induces a weak current in secondary winding 91, which flows via wire 93, winding 95,. wire 97, winding 99, wire 101, winding 103, wire 105, and back tol source 91, thus relay 107 is closed even though the currentis weak. However, relay 55 remains closed and relay 59' remains open as long as the current from source 91 remains only one-fifth as great as the current from source 71. A iVhen the inductor 21 runs over a track element 5 in thel inductive condition (but not otherwise) the magnetic path from pole piece to track element 5 and back to pole piece 27 only includes two 3 in. air gaps. Thus the induced` current in secondary winding 91 becomes momentarily four times as great as the induced current in secondary winding 71, the magnetic path through which always inclndes'the 12 in. air gap.

1t such a moment the windings 9 5 and 99, which are in circuit with secondary winding 91, overcomex windings 7 5 and- 79, respectively thus opening relay and closing relay 59, respectively. This momentarily opens the circuit through winding 51 and closes the circuit through winding 47 through wires 53 and 64, respectively.

Relays 85 and 107 remain closed as long as there is any current, even though small, iiowing through their respective windings 83 and 103. These relays may be considered as circuit breakers of the no voltage release type, and they are designed solely to open the direct current circuit which passes through them .inseries, and to be subsequently described, in

the event of a complete failure of current in the circuit from either or both of the secondary windings 71 and 91.v

The numeral 111 indicates a source of direct current connected via a wire 113 to a constantly runningconstant speed motor 115 which drives a worm 116. From the motor 115 the circuit is completed back to the source via a wire 117.`

Wire 113i also connects with a winding 121 which holds closed a relay 123, which is positioned so that the engineman must descend from his cab to the roadside to close same. rihis circuit continues in the indicated position through the relay 123 and via a wire 124 tothe winding 125 which holds closed the ai rvaflve- 127, except when an automatic brake application occurs.

From winding 125the circuit continues via wire 129 through relay 85, wire 13.1, relay 107, wire 133, and convention al push-button snap switch 135 and back to source 111 via wire 117. The switch 135 is made self-opening by mea-neef a compression spring 137, eX- cept whenr the spring is overcome by afsuperior force, such as is exerted by the lever 139 in the indicated position.

Lever 139 is pivotally mounted at its lower end and provided with a roller 141 at its upper end. The roller 141 bears on the larger radius portion 142 of a cam 143 in the indicated position, and when the cam falls 40, or more, the roller is forced to the right by the spring 137 against the smaller radius portion 145 of the cam 143.

This causes the switch 135 to open, break- Aingthe circuit between wires 117 yand 133, thus cle-energizing winding 125. applying the brakes, and de-energizing winding 121 and opening relay 123.

Then relay 123 is thus opened the engineman must descend to the roadside and clos-:e same before the air valve willagain close, even though the switch 135 has been automatically closed, as will be subsequently described.

Cam 143 is rigidly secured to an arm 147, which has an enlarged portion 148 pivotally mounted on a suitably mounted horizontal shaft 149. The arm 147 has a radial up and down movement of o between stops, as indicated, and its movements are con- Afio trolled .by the .bevel gearsv150f151; which are Ajournaled on .stubshafts integral. with the enlarged portion 148, asfindicated, and held-in place by collars '152-4154, secured to the stub-shafts. y

A 4wrin .wheel 153 is continuously driven at, for instance, ten revolutions per lio'ur 1in the direction of the arrow 155 bythe :worm 116 and-.motor 115, previously described. Worm wheel 153 is looselyvjournaled on shaft 149 and provided. with a friction plate 157 integral with the wormlfwheel.` Friction plate 157 engages in slipping orfdrivingrelationwith a friction plate `159, according to the resistance encountered. Plate159 vis provided with a bevel gear 163'integral with the plate, both being rigidly fastened to shaft 149 and gear 163 inesheswith gears 1504151.

The Vtrictional engagement between friction plates 157 and 159 is designed to be overcome by worm 116v and permit slippage when the partsiare iii the indicated'positionand to maintain drivingrelation at all othentimes in the direction of arrow 155.1" Vrkspring 1.65 compressed `between a collar T167 rigidly mounted on shaft 149 and afball thrust bearing 169 abutting against the .wormA Vwheel 153 compresses plate 157aagainst platel159 to effect the above friction driving relation. Tliebevel' gears 150--151 also imesh with a bevel'` gear 171, which isrintegral withan escape wheel 173. `both being journaled. on

the'shaft 149 and held in place .by a collar 174, which is rigidly Aattached 4tothe shatt The gearing, including gears ,163-, 15057151., and 171. `is essentially a differential;` gear which eithibits the .following characteristics; When gear 163 is turnedv inthe direction ot arrow 155 andgear 171 is kheld stationary by escape wheel 17 3. gearsl150v-5151, littarm 147. and the cam 143 which it carriesiinto the indicated up position abutting the stop.

Thereafter the clutch p late157 slips on the clutch plate 159 until the escape lwheel 17 Sis released by the escape leverv17 5.

The lower portion' 177 of the Vescape leveil 175 actsV as an armature.'whichreciprocates between sott iron horse shoe magnet yokes 179 and 181 when the cam '143 falls by gravity, turning the escape wheel 173 in "thediy rection ot the arrow 182, inthe event :ofbotli' is held momentarily by the momentary ener-i vokes being inV an inertV conditionfrln 'the indicated position yoke`181 ismagnetized by t-he winding` 451, as previously described, and thus armature 177 Ais'held against yoke 181 and the escape wheel 173 is vnot permitted to escape. v y l. f When the train carried inductorV 21,'runs over a track element 5 and the circuit through i winding 51v is momentarily broken; as pre viously described, armature 177 escapesto the left and strikesfagaist yoke 17 9, where-it gization ofV the-*Windings47 of yoke `179, as previously described.; Y

This lpermitsthe escape Wheelto'escape 30 inthe direction of arrow 182. Whentlie trackelement 5xis1'run past, tliewinding 47 again becomes :de-energized"V and 4winding 51 energized, thus armature 177 is released from yoke 179 and caught and. held at yoke 181 in the indicated position; The escape wheel 173 hasvthus been permitted to rotate an additienal 30 in the direction of arrow 182;

EachV 30 escape of the escape wheel 173 permits the cam 143 to fall 15, so that when a track element `5 is runover and run past the cam143' is permitted to tall a total of 30. Itthe motor has not `had time torun up the cam 143 suiiiciently to permit a fall of 30 without the roller 141 reaching the small radius portion 145 of the cam 143,`before the next track impulse is encountered, then when such-ncxt'impulse is encountered and cam 143 falls the roller 141 .ni'ovesl tothe right onto the small radius portion 145, and the switch 1357is thrust open by the spring 137. The opening of switch 135 applies the brakes, as previously described.V 1' f In the above-described construction the number of` revolutions per minute of the worin wlieelv153 and clutch disk 157 should be''regi`ilated tocooperate to the best advantagew-ith the layout of thetrack elements on any particular railroad. .f

Suppose, for instance, that 6000 feetv per minute is decided upon as the maximum runningspeed of trainsin a particular block.`

Suppose also for convenience of visualization thaty clutclifdisk 157 is driven at a constant speed of one revolution in six minutes, then it will rotate 60 in-one niinute. f

"Suppose also'that there are successive track elements,like 5, and in the inductive condition every 6000 feet along tliehtiack, thenthe escape'ment wheelV 173 will be Vpermitted to rotate 60 every 6000 feet at a track element. As itis run past, clutch `157---159 will just restore thearm 147 to the indicated up position during the following 6000 feet of travel before the next track element is encountered. 4in-additional track impulse during such a 6000 foot vunit of travel will prevent the complete restoration of the Varm 147 tothe indicated position, and vcausegan automatic brake application unless the engineman has reduced' the 'train speed to less than 6000 feet per minute-.Y f l Additional track impulses oi' two close together will limit the permissive train speed to any degree desired at the particular length ot track where such track impulses occur.`

' The circuits',v andas tar as practicable 4the f*- otherapparatus, are designed on the closed circuit principle, so that inthe event Vof a failure it will be on the side of safety. i

In'the event of the' motor 115 being of the direct current type `and provided with a gov ioo ernor, as are electric phonograph motors, a sec-ond governor may be supplied in series with the usual governor. Thus over-speed of the motoigwhich is otherwisearelnote possibility, may' be guardedY against.

A. clutch may be placed betweenthe motor and the Worm insteadv of theindicated posi tion to ina-ke the drive of the diiferential gear more positive,.but this and the otherchanges are mere details of design-which may befincorporated to adapt the system to varyingconditions, etc.

It is also practicable to substitute equivalents for the motor and clutch above describedin the preferred construction g for instance, a three-phase alternating current self-starting synchronous motor, an air motor provided with a governor, or a.. constant speed spring motor. Either the synchronousmotor, the air 1notor,.or the spring motor may be stalled when the run up device is in the indicated up position Without harming'itself. Thus such motors may only runy intermittently and no clutch will be required.

The indicated 40 large radius arc 142 of) cam 143 may be reduced to, for-instance, 31 and theY indicated arc of o totaly movement for arm 147 may be reduced-to, for instance, 320. These smaller arcs will give smaller latitude in the cumulative effects of successive track impulses.

Other modifications may also. bevmade, but the essence of my invention is pointed out in the following claims.

I claim: Y

1. The combination of a. train carried run up apparatus designed to run up at a predetermined rate, independent of train movements or track elements,.and a track element to partly run it down provided with controllable means to prevent the track element acting.

2. The combination of a train carried run up appa-ratus provided with a unidirectional run up motor, an escapement, means to normally prevent escape and a controllable track element to cause escape when desired.

3. The combination of a train carried apparatus provided with a differential gear and a motor to drive half thereof, a normally immovable escapement to sustain theother half of the gear, and track means to cause escape when required.

4t'. The combination of a cab carried constant speed run up device providedwith means to limit the distance it can run up, an cscapement to permit the run up device to fall down and approach a brake applying po sition or to apply the brakes according to the position which it occupied before escape and a track element to release the escapement when required.

5. A cab carried source of alternatingvcurrent, a differential inductor energized thereby, a no voltage cut-out normally closedby a secondary current from the inductor, a train stop normally closed by' another secondary current from. the inductor, and a track element designed to v-ary the relative strengths ofthe two secondary currentsat the inductor,

when desired', andi thus control the train stop.

L6. NormallyI inerttrack elementsrneans to rendersame inductive when the track ahead is4 not clear, anda cabfmechanism includingI a drop-down device designed to move a prede* term-ined distance when: a first track element in inductive condition is `run over and to move another' predetermined distancewhen a sec ond track element in inductive condition is runl over.

7. Ther combination of a track provided with a number ot' inert track' elements h avingV normally open circuited Windings,.means to close circuit one or more of said windings when requiredfor'the control' oftraflic, av train carried'half ytransformer designed to operate a release device at anopeny circuit/ed track element and a. drop downr device designed to fall partA way when sofreleased and to fall to a lower position at a second track impulse and stopthe train.I

8'. The combination of' a control motor of predetermined speed, af run up device actuatedl thereby, an apparatus to be controlled. means to cause therun upidevice tobe released upon the occasion of apredetermined con dition occurringl in the apparatus and means to. control the apparatus by the release of said run up-device.

9. The combination of a control motor. of predetermined speed, a runV up` dev-ice actuated' thereby, an apparatusto be controlled, means to cause the run upI device to be released upon the occasion of a: predetermined condition` occurring in the appara-tus and meansto, controll the apparatus selectively in accordance Withthe then condition of the run up device.

10. The combinationv of a constant speed runA upr normally inactive control device, designedto control anapparatus, provided with means to limit the distance it can run up, an escapement to permit the run up device to fall'V down` and approach` an act-ive position according,r tothe position which it occupied betoreescape and means tolrelease the escapement when. required for the control of the apparatus..

11. The combination ofY an apparatus` to be controlled, a control device provided with a diliercntial gear, a motor to run same up, an escapement tonormally'hold the device in operative, and means related' to the operation of and connected to the apparatus to release the escapement as requiredv to control the apparatus.

12. The combination of' a predetermined speed' run up normally inactive control device, designedv toV control` anV apparatus, an eseapementt-opermit the run. up devicetofall down and approach an active position ac- Y cording to the position which itV occupied before escape and means to release the escapement when required for thel control of the apd paratus. e p

. 13. A control device designed to control an apparatus, provided with a differential gear,

p means to runsame up, an escapernent to norratus.

lCHARLES VMIESSICK.

and designed to be 

